CN110901894A

CN110901894A - Actuator for an aircraft component, wing, aircraft and wing design method

Info

Publication number: CN110901894A
Application number: CN201910875079.5A
Authority: CN
Inventors: 达朗·希利
Original assignee: Airbus Operations GmbH
Current assignee: Airbus Operations GmbH
Priority date: 2018-09-17
Filing date: 2019-09-17
Publication date: 2020-03-24
Anticipated expiration: 2039-09-17
Also published as: US20200086977A1; EP3623286A1; GB2577127A; US11377202B2; GB201815118D0; CN110901894B

Abstract

The present disclosure relates to actuators, wings, aircraft, and methods of designing and manufacturing aircraft wings. Starboard wings (102s) of aircraft include various movable aerodynamic surfaces such as spoilers (106), slats, ailerons, flaps, and the like. The invention provides an actuator (120) for moving each such surface. The position and mounting of the actuators of the starboard wing are symmetrical to the position and mounting of the actuators (120) of the port wing about the centre line of the aircraft. The position of the piston, arm (126), or other mechanical output of the actuator is located at a central portion of the actuator (i.e., at or near the centerline (123) of the actuator). Input ports (128, 132) for power are also located at the central portion. The actuators (120) for the starboard wing (102s) may thus be substantially identical to the actuators for the port wing (102 p).

Description

Actuator for an aircraft component, wing, aircraft and wing design method

Technical Field

The present disclosure relates to an actuator for use in an aircraft. More particularly, but not exclusively, the invention relates to an aircraft, an actuator for use in relation to an aircraft component such as a movable aerodynamic surface, and an actuator for use in relation to a corresponding component on the starboard side of the aircraft. The invention also relates to a method of designing and manufacturing a port aircraft component and a starboard aircraft component each housing such an actuator.

Background

Aircraft are typically generally symmetrical about a vertical plane along the centerline of the aircraft. Thus, typically the main wing on the starboard side of the aircraft will be symmetrical to the main wing on the port side of the aircraft. In designing a component of an aircraft for a wing of the aircraft, it is generally assumed that the other wing of the aircraft will be symmetrically arranged. The requirement that the components of one wing be symmetrical to the components of the corresponding other wing not only in their shape and configuration, but also in their arrangement relative to other components and structures of the wing can have a significant impact on design and manufacturing efficiency. It may be necessary to design and manufacture certain components in the wing, such as, for example, actuators for moving flaps, slats, ailerons, spoilers, etc., to have a left-hand version (for one wing) and a right-hand version (for the other wing). Designing and manufacturing both left-hand and right-hand actuators for an aircraft significantly increases both manufacturing and maintenance costs. A typical solution employed to avoid the need for both left and right hand actuators is to rely on a single design of actuator and simply invert the single design (inverting the single design) for use in one of the two wings. However, this solution is not always practical; for example, this solution is not practical if gravity has an effect on the function of the actuator.

The present invention seeks to mitigate one or more of the above-mentioned problems. Alternatively or additionally, the present invention seeks to provide an improved aircraft wing and/or an improved actuator for use in an aircraft wing.

Disclosure of Invention

According to a first aspect, the invention provides an aircraft comprising a first wing on a starboard side and a second wing on a port side. The first wing and the second wing are substantially symmetrical about a centerline of the aircraft (i.e., when viewed from above). Each wing includes a body containing a load-bearing structure. The load bearing structure may comprise a primary structure and/or a secondary structure of the aircraft. The load bearing structure may comprise one or more spars. The load bearing structure may include one or more ribs. Each wing also comprises a movable aerodynamic surface, such as for example a spoiler. The movable aerodynamic surface of the first wing and the movable aerodynamic surface of the second wing are substantially symmetrical about a centerline of the aircraft. There are actuators for moving the movable aerodynamic surface, which are located in or on the wing. The actuator, when in the home position, may be considered to have an outboard end, an inboard end, and a central portion between the outboard and inboard ends. The actuator is attached to a load-bearing structure of the body of the wing, for example by a mounting bracket. The actuator has a mechanical output, e.g. a piston, an arm or the like, arranged to move the movable aerodynamic surface relative to the body of the wing. The actuator further comprises a power input for powering movement of the mechanical output. The position of the actuator of the first wing ("first actuator") is symmetrical to the position of the actuator of the second wing ("second actuator") about a centre line. The attachment portion of the first actuator is also preferably symmetrical to the attachment portion of the second actuator. For example, the position and arrangement of each attachment between the load-bearing structure of the wing and the first actuator is symmetrical to the position and arrangement of each attachment between the load-bearing structure of the wing and the second actuator about the centre line. The position of the mechanical output is preferably located at a central portion of the actuator, preferably directly adjacent to or on the centre line of the actuator (the centre line being located intermediate the outboard and inboard ends of the actuator). The position of the power input is also preferably located at a central portion of the actuator, preferably directly adjacent to or on the centre line of the actuator. Thus, although the first actuator is used in a setting that is a mirror image of the setting using the second actuator, the same actuator design may be used for both the first and second actuators (where the actuators are in the same manner). For example, the first actuator may be substantially identical to the second actuator. The aircraft may comprise third and fourth actuators mounted on the aircraft and optionally further actuators, each such further actuator being identical to the first actuator and also to the second actuator.

The first and second actuators may each comprise an input for a control signal for controlling the movement of the movable aerodynamic surface. In such a case, preferably, the position of the input for the control signal is also located at a central portion of the actuator, preferably directly adjacent to or on the centre line of the actuator.

The position of the mechanical output, the position of the power input and/or the position of the input for the control signal are preferably centrally located on the actuator ("at the central part") to allow the same actuator design to be used as both the left-hand version and the right-hand version. However, these locations need not be precisely at the mid-plane of the actuator (i.e., precisely midway between the outboard and inboard ends of the actuator). The central portion may extend the following distances from a midplane of the actuator located between the inboard and outboard ends of the actuator: the distance is no greater than 10% of the length of the actuator measured in a direction from the inboard end to the outboard end of the actuator. Thus, for example, the central portion may occupy approximately 20% of the volume of the actuator.

The power for driving the movement of the actuator may be at least partially provided by hydraulic power. The power for driving the movement of the actuator may be at least partially provided by electric power. The actuator may be an electrically driven hydraulic actuator. The actuator may have an inherent redundancy, i.e. be connected to two separate power sources, such that the second power source provides a back-up in case of failure of the first power source. The actuator may be an electric actuator (EHA) having a hydrostatic transmission. The actuator may be an electric actuator (EMA) with mechanical transmission. The actuator may be in the form of an electric backup hydraulic actuator (EHBA). Preferably, the actuator is of a fail-safe design.

The actuator may be substantially symmetrical about a plane located intermediate the outboard end of the actuator and the inboard end of the actuator. The actuator may have a mapping symmetry about its mid-plane. It may be the case that the actuator is not symmetrical in its overall shape. The first actuator may be arranged and configured such that the first actuator occupies a volume of space (larger than the actuator) not occupied by other components or structures of the wing. Such a volume of space may be defined as a "reserved zone", for example during the initial design of the actuator. Such a volume of space has an inboard end and an outboard end and is preferably symmetrical about a median plane located midway between the inboard end and the outboard end. Thus, although the actuator need not necessarily be perfectly symmetric, the reserve zone associated with the actuator may have a mapping symmetry about the central plane of the actuator.

As mentioned above, the mechanical output of the actuator may comprise an arm, for example in the form of or extending from a piston of the actuator. Such an arm may be arranged to push or pull the movable aerodynamic surface, for example in response to a control signal.

The actuator may be a linear actuator. The actuator may be a rotary actuator.

The actuator may include a housing. Such a housing may include at least one system port for input of power. The housing may include a system port for input of hydraulic power and a different system port for input of electrical power. At least one further system port may be provided in the housing for different inputs, for example control inputs. The housing may also have an aperture through which the mechanical output is provided. The housing of the actuator may have a maximum dimension of between 200mm and 1000 mm. The housing of the actuator may occupy a volume of between 5 and 100 litres, for example between 8 and 60 litres.

The actuator may have a mass between 10kg and 100 kg. The actuator may be configured such that the maximum force that can be generated by the actuator is at least 500 kN and preferably between 10kN and 100 kN.

At least 90% of the volume of the actuator may be provided in one, two or three main parts (and no more), wherein each part comprises a housing having a maximum dimension, the sum of these maximum dimensions being between 200mm and 1000 mm. The actuator may be provided in one main part comprising a housing having a maximum dimension of no more than 600 mm.

The first wing and the second wing of the aircraft may be main wings of the aircraft. However, embodiments of the invention may have application in relation to other parts of an aircraft. The actuator of the invention may have application in relation to other parts of an aircraft, for example in a tailplane, in a landing gear or in any other part of an aircraft on the port side of the aircraft with a corresponding mirror image of the part on the starboard side of the aircraft. For example, the first wing and the second wing of the aircraft may alternatively be a starboard side horizontal stabilizer of a horizontal tail wing and a port side horizontal stabilizer of the horizontal tail wing of the aircraft, respectively.

According to a second aspect of the invention, there is provided an aircraft comprising: a first movable part (which part is, for example, an aerodynamic surface such as, for example, a spoiler on a wing), which is located on the port side of the aircraft; a first actuator for moving the first movable member; a corresponding second movable member located on the starboard side of the aircraft; and a second actuator for moving the second member. The first movable part is a mirror image of the second movable part, but is (optionally) not itself symmetrical. The mounting arrangement of the first actuator is a mirror image of the mounting arrangement of the second actuator, but each actuator is substantially of the same design. This is made possible by the actuator having a mapping symmetry. Alternatively, the actuator may not be completely symmetrical, but instead be designed such that: for those functions that need to be mirrored when the actuator is used on the other side of the aircraft, either (a) there is some form of mapping symmetry in the implementation of the function, or (b) the function is implemented by means of components/parts located sufficiently close to the midplane of the actuator. Thus, the same actuator can be used on both sides of the aircraft without any significant compromise (in terms of function, mode of operation or manner of installation) being required on one side compared to the other.

The invention also provides an actuator for use in the first and/or second aspects of the invention. The invention also provides a wing which, separate from the remainder of the aircraft, is in the form of one of the wings of the aircraft according to the first and/or second aspects of the invention.

A third aspect of the invention provides a method of designing port and starboard sections (e.g. wings) of an aircraft and actuators for moving the components of the sections, in which there are actuators associated with the port section and actuators associated with the starboard section. For example, each wing of an aircraft may include one or more movable surfaces and one or more actuators for moving the movable surfaces. The method includes the step of designing a first part (e.g., a first airfoil), the step including: the shape and composition of the structure designed to handle the load. The method comprises the following steps: setting a position of the actuator; designing the manner in which the actuators are mounted relative to the load bearing structure (which may include designing the shape and load handling capability of such load bearing structures); designing how the actuator is connected to the component to be moved by the actuator; and preferably also the actuator itself (or at least the overall form and function of the actuator). Preferably, the method is performed such that each of the following in one of the port and starboard portions of the aircraft is a mirror image of a corresponding feature in the other of the port and starboard portions: (a) the position of the actuator, (b) the mounting of the actuator relative to the load handling structure, and (c) the connection of the actuator to the component to be moved. In this way, the same actuator design as used in the starboard section can be used for the actuators in the port section. It is also possible that the same design of the actuators (same shape and configuration, e.g. external shape and actuation means) can be used in more than two positions on the same aircraft, possibly on one side of the aircraft (port or starboard side). Once the design step has been completed, it may be a step of manufacturing a port and/or starboard portion of the aircraft. Alternatively or additionally, there may be a step of manufacturing one or more actuators so designed. There may be the step of assembling the actuator in or with a component of the aircraft. It will be understood that the manufacture of the aircraft component, the manufacture of the actuator and the assembly of the aircraft component and the actuator need not be performed by the same entity or in the same country.

Of course, it will be appreciated that features described in relation to one aspect of the invention may be incorporated into other aspects of the invention. For example, the method of the invention may incorporate any of the features described with reference to the apparatus of the invention, and the apparatus of the invention may incorporate any of the features described with reference to the method of the invention.

Drawings

Embodiments of the invention will now be described, by way of example only, with reference to the accompanying schematic drawings in which:

FIG. 1 illustrates, in plan view, an aircraft of the type suitable for use with embodiments of the present invention;

FIG. 2 illustrates a prior art actuator;

figures 3, 3a, 4 and 5 show a prior art actuator located in a wing of an aircraft;

figure 6 shows an actuator according to a first embodiment of the invention;

FIG. 7 shows the actuator of the first embodiment in a starboard wing;

FIG. 8 illustrates the actuator of the first embodiment located in a port wing;

figures 9 and 10 show an actuator according to a second embodiment of the invention;

FIG. 11 shows the actuator of the second embodiment in a starboard wing;

FIG. 12 shows the actuator of the second embodiment in a port wing; and

fig. 13 is a flow chart of a method according to a third embodiment of the present invention.

Detailed Description

Embodiments of the present invention relate to the configuration and arrangement of actuators for moving a movable surface on a wing of an aircraft or other part of an aircraft provided with symmetrical movable surfaces (e.g. mirror images) at different locations on the aircraft. A movable surface on the wing requires an actuator to move the surface into a desired position.

FIG. 1 illustrates an aircraft 100 of the type suitable for use with embodiments of the present invention. The aircraft has a first wing 102s on the starboard side of the aircraft (the right-hand wing when the aircraft is viewed from above in the forward direction) and a second wing 102p on the port side of the aircraft (the left-hand wing when the aircraft is viewed from above in the forward direction). The first wing 102s is generally symmetrical to the second wing 102p about a vertical plane 119 containing the longitudinal axis of the aircraft. Each wing has various movable aerodynamic surfaces. The first wing 102s has one or more flaps 104, one or more spoilers 106 and one or more ailerons 108 on the trailing edge of the wing, and one or more slats 110 and a drooping leading edge device 112 on the leading edge of the wing. The second airfoil 102p has a symmetrical arrangement of moveable aerodynamic surfaces. The aircraft's tail assembly also has two symmetrical wing-like structures in the form of port and starboard

horizontal stabilizers

114p and 114 s. The starboard side stabilizer 114s has at least one elevator 116. The port side stabilizer 114p also has a corresponding symmetrical arrangement of elevators.

Any of the movable aerodynamic surfaces of the aircraft of fig. 1 may be associated with an actuator for moving the surface in a controlled manner during operation of the aircraft. A schematic representation of such an actuator of the prior art is shown in fig. 2.

Fig. 2 shows a prior art actuator 20 suitable for actuating a flap of an aircraft wing. The actuator 20 includes a housing having a main portion 22 and a sub portion 24, with various hydraulic components housed in the main portion 22 and various electrical components housed in the sub portion 24. The actuator in this example is in the form of a linear actuator comprising an arm 26, the arm 26 being arranged to move, in use, a flap of a wing of an aircraft via a linkage arrangement, not shown. Fig. 2 shows in dashed lines possible locations of the fixing 38 that can be used for mounting the actuator in an aircraft.

Fig. 3 shows an example of the prior art actuator 20 of fig. 2 in situ in a starboard wing 2s of an aircraft (only a portion of which is shown in fig. 3). The wing 2s comprises several ribs 3, spars 5 and the trailing edge of the wing comprises movable flaps 4, the flaps 4 being moved by actuation of the arms 26 of the actuator 20. The actuator 20 is mounted in the wing relative to the spar 5 via a fixing lug 38. The housing also has a first system port 28 for connection to an electrical cable 30 and a second system port 32 for connection to a hydraulic supply via a hose 34.

Fig. 3a shows another example of the prior art actuator 20 of fig. 2 in situ in a starboard wing 2s of an aircraft (only a portion of which is shown in fig. 3 a). The wing 2s comprises several ribs 3 and the trailing edge of the wing comprises a movable flap 4, the flap 4 being moved by actuation of an arm 26 of an actuator 20. The actuator 20 is mounted in the wing relative to one of the ribs 3 via a fixing lug 38. The housing also has a first system port 28 for connection to an electrical cable 30 and a second system port 32 for connection to a hydraulic supply via a hose 34.

Fig. 4 shows a prior art actuator 20 installed in a port wing 2p of an aircraft. The same actuator 20 as shown in fig. 3a is used, but in an inverted configuration. However, it is not always practical to do so. Figure 5 illustrates a problem that may arise if one attempts to use the same actuators in the port wing 2p in the same manner (as used in the starboard wing of figure 3 a). If the arms 26 of the actuator are mounted to act on the flap 4 at the same position, the centre of the actuator in the port wing needs to be more outboard than the centre of the actuator in the starboard wing. If the position and configuration of the ribs of the port wing correspond to those of the starboard wing, different positions of the actuators will require different mounting arrangements. It will also be seen that the hydraulic supplies 34 are offset slightly inboard and the power supply 30 is offset slightly outboard, requiring different paths for those supplies in each wing. A solution to such a problem is to require a left-handed version of the actuator and a right-handed version of the actuator, wherein such a solution involves a consequent additional cost.

Fig. 6 and 7 show an actuator 120 according to a first embodiment of the invention for actuating a spoiler 106 of an aircraft wing (the wing and spoiler are shown schematically and the adjacent flaps etc. are not shown). The actuator 120 includes a housing 121 (shown in phantom in fig. 6). The housing 121 is substantially symmetrical about a plane containing the centerline 123 shown in fig. 6. The actuator 120 has a main portion 122 and a sub portion 124, and various hydraulic components are housed in the main portion 122, and various electric components are housed in the sub portion 124. The actuator in this example is in the form of a linear actuator comprising an arm 126, the arm 126 being arranged to move the spoiler 106 of the wing in use. The arm 126 is centrally mounted on the body of the actuator and in the region of the centre line 123. The housing 121 includes integrally mounted brackets 138, the brackets 138 being mounted on either side of the actuator about the centerline 123. The hydraulic and

electrical ports

128, 132 are mounted in the region of the centerline 123, in this example to either side of the centerline. Control of the actuator may be provided by a separate control cable (not shown) or possibly by a wireless control signal.

Fig. 7 shows the actuator 120 of the first embodiment in situ in the starboard wing 102s of the aircraft (only a portion of which is shown in fig. 7). The airfoil 102s includes several ribs, two of which (ribs 103) are shown in fig. 7. The trailing edge of the wing includes a movable spoiler 106, which spoiler 106 is moved via a linkage arrangement (not shown) which is driven by actuation of an arm 126 of the actuator 120. The actuator 120 is mounted via its mounting bracket 138 in the middle of the two ribs 103 shown in fig. 7. The actuator may be mounted to other load bearing structures in the wing. Such load bearing structures may include primary and/or secondary structures of the aircraft. The primary structure may be considered a critical structure that carries flight, ground or pressurization loads and is critical enough for safe operation of the aircraft that failure of the structure will result in failure of the aircraft or otherwise reduce the structural integrity of the aircraft to an unsafe level. The secondary structure may be considered less critical than the primary structure but still have the purpose of carrying or taking up the loads generated during operation of the aircraft.

The system port 128 is connected to a cable 130, and the system port 132 is connected to a hydraulic supply via a hose 134. Fig. 8 shows the same actuator 120 installed in the port wing 102p of the aircraft. The same actuators 120 are used in the same configuration (and in the same manner). Because of the central location of the actuator arm 126 and the central location of the actuator between the two ribs 103 in the starboard wing 102s, the same actuator can be installed in the port wing 102 p. Furthermore, due to the central location of the hydraulic 128/electrical 132 ports, the length of the

connection conduits

130, 134 in the starboard wing may be approximately the same as the length of the connection conduits in the port wing. Thus, the cabling of the cables/hoses in each wing may be substantially the same. By designing the actuators and the partial wing structure to be symmetrical in local height, it is possible to have one actuator design suitable for use in both port and starboard wings. Therefore, manufacturing time and cost can be reduced. The number of spare parts that need to be provided can also be reduced and the maintenance activities and storage space for the parts made more efficient.

It will be seen that there is a 3-D volume surrounding the actuator and that there are no other structures in the wing that have the mapping symmetry themselves (i.e. the reserved area). In the present embodiment, the actuator itself has an overall shape that is not completely symmetrical but has substantially mapping symmetry. The mass of the actuator is about 10kg and the maximum force that can be generated by the actuator is about 10 kN.

To summarize the first embodiment, the starboard wing of the aircraft comprises various movable aerodynamic surfaces, such as flaps, slats, ailerons, spoilers, etc. An actuator is provided for moving each such surface. The position and mounting of the actuators of the starboard wing are symmetrical to those of the actuators of the port wing about the centre line of the aircraft. The position of the piston, arm or other mechanical output of the actuator is located at the central portion of the actuator. An input port for power is also located at the central portion. Thus, the actuators for starboard wings may be substantially identical to those for port wings. It will be appreciated that the symmetry of the location and mounting of the actuators, the symmetry of the mechanical outputs and the symmetry of the system ports/connections to/from the actuators need not be perfect, but are close enough to symmetry that actuators for starboard wings can be substantially the same as actuators for port wings without any significant compromise (in terms of function, mode of operation or manner of mounting) being required on one side compared to the other.

Fig. 9 shows an actuator 220 according to a second embodiment of the invention, which relates to a larger aircraft than the first embodiment. Similar reference numerals are used for similar components (but beginning with a "2" instead of a "1"). Only those aspects of the actuator 220 that differ from the actuator 120 will now be described. The mounting bracket 238 is more bulky than the corresponding bracket 138 of the first embodiment. The port 228 for hydraulic connection and the port 232 for electrical connection are positioned one above the other in line with the central plane 223, as shown more clearly in fig. 10, which is the end of the actuator facing the viewer, viewed in the direction shown by the arrow of fig. 9. There is a separately provided system port 229 for providing control signals. The system port 229 is also centrally disposed with respect to the actuator body. A larger volume actuator may have more than one such control port 229. Fig. 11 shows the arrangement of the actuators 220 in the starboard wing 202s, while fig. 12 shows the same actuators 220 in the port wing 202 p. Due to the centered arrangement of the

ports

228, 232, the routing of the cables 230/hoses 234 may be symmetrical about the centerline of the aircraft. The actuator 220 has a mass of about 70 kg. The maximum force that can be generated by the actuator is about 70 kN.

Fig. 13 illustrates a method 450 of designing and manufacturing port and starboard wings for an aircraft. Each wing includes one or more movable surfaces and one or more actuators for moving the movable surfaces. The method includes a step 451 of designing a first airfoil, the step including: designing the shape and composition of the load bearing structures (e.g., both primary and secondary structures) in the wing, and designing the shape, configuration, and kinematics of the movable surfaces. All of the following aspects are incorporated into the design process:

(a) setting (block 452) a position of an actuator for moving at least one of the movable surfaces,

(b) the mounting configuration and position of the actuator relative to the load bearing structure in the wing is determined (block 453),

(c) determining (block 454) a connection of the actuator to at least one of the movable surfaces, an

(d) The actuator is designed (block 455). The design process 451 is performed in the following manner: such that the port wing may be a mirror image of the starboard wing insofar as each of the above aspects is concerned. The second airfoil is then substantially designed 456 as a mirror image of the first airfoil, but using the same actuator design. Thus, the design process 451 is also performed in the following manner: so that the same actuator design as used in a starboard wing can be used for the actuators in a port wing. In each case, the actuator and surrounding structure are designed such that there are symmetrical reserved zones for the features of the actuator. The reserved areas for the port side actuators are symmetric about the centerline of the aircraft with the reserved areas for the starboard side actuators, and each reserved area itself has a mapping symmetry. Having a retention zone that is symmetrical in this way and designing the shape of the actuator accordingly allows the volume of the retention zone to be smaller than would otherwise be possible. However, the actuator itself need not be perfectly symmetrical.

Although the invention has been described and illustrated with reference to specific embodiments, it will be appreciated by those skilled in the art that the invention is applicable to many different variations not specifically illustrated herein. Some possible variations will now be described by way of example only.

The actuator itself may have full mapping symmetry.

The actuators may be mounted to move other components of the aircraft. For example, the actuator may be mounted in or on a tailplane or landing gear. The part or surface moved by the actuator may be an aileron, flap, slat, drooping leading edge device, wing tip device, elevator, or other moving surface or part of the aircraft, and need not be in the form of an aerodynamic surface.

The mounting brackets and the like used to mount the actuator to the load bearing structure need not be integral parts of the actuator. For example, there may be one or more features of the actuator that allow the aperture to be secured to a similar feature of the load bearing structure by using a secondary fastener, such as a lug, eyelet, mounting boss, or the like.

The actuator is shown in at least some of the figures as being mounted to one or more ribs via a mounting means. The actuator may be mounted to other load bearing structures, such as for example spars.

The actuator may not have any hydraulic power source and/or may not require the use of hydraulic fluid to operate. The actuator may be a cylindrical actuator and/or a rotary actuator.

It will be understood that in this document the term "centre line" is used in relation to things having mapping symmetry. In such a case, there will be an imaginary plane containing the centerline, with mapping symmetry existing about that imaginary plane, e.g., the imaginary plane that divides the aircraft into port and starboard side halves.

It will also be appreciated that embodiments of the invention may have application on aircraft with what may be generally described as a single wing. In such a case, the aircraft will typically have left and right wing portions that can be considered port and starboard side wings.

The term "or" should be interpreted as "and/or" unless the context requires otherwise.

In the foregoing description, integers or elements are mentioned which have known, obvious or foreseeable equivalents, then such equivalents are herein incorporated as if individually set forth. Reference should be made to the claims for determining the true scope of the present invention, which should be construed so as to encompass any such equivalents. The reader will also appreciate that integers or features of the invention that are described as preferable, advantageous, convenient or the like are optional and do not limit the scope of the independent claims. Furthermore, it should be understood that while such optional integers or features may be of benefit in some embodiments of the invention, in other embodiments such optional integers or features may be undesirable and may therefore not be present.

Claims

1. An aircraft comprising a first wing on a starboard side and a second wing on a port side, the first wing and the second wing being substantially symmetrical about a centerline of the aircraft, wherein each of the first wing and the second wing comprises:

a main body comprising a load-bearing structure,

the aerodynamic surface of the movable body may be moved,

an actuator attached to at least a portion of the load-bearing structure of the body of the wing, the actuator having a mechanical output arranged to move the movable aerodynamic surface relative to the body of the wing and a power input for powering movement of the mechanical output, and wherein,

the movable aerodynamic surface of the first wing and the movable aerodynamic surface of the second wing are symmetrical about the centerline of the aircraft,

the position of the actuator of the first airfoil is symmetrical to the position of the actuator of the second airfoil about the centerline,

the position of the part of the load-bearing structure of the body of the wing to which the actuator of the first wing is attached is symmetrical to the position of the part of the load-bearing structure of the body of the wing to which the actuator of the second wing is attached about the centre line,

each actuator having an outboard end, an inboard end, and a central portion between the outboard end and the inboard end,

the position of the mechanical output is located at the central portion of the actuator, and

the position of the power input portion is located at the central portion of the actuator,

whereby the actuator of the first wing can be the same as the actuator of the second wing, an

Wherein the power for driving the movement of each actuator is at least partially provided by hydraulic power and at least partially provided by electric power.

2. The aircraft of claim 1, wherein each actuator comprises an input for a control signal for controlling the movement of the movable aerodynamic surface, the position of the input for the control signal being located at the central portion of the actuator.

3. An aircraft according to claim 1 or 2, wherein each actuator is an electrically driven hydraulic actuator.

4. An aircraft according to any preceding claim, wherein the actuator of the first wing is located in or on the first wing and the actuator of the second wing is located in or on the second wing.

5. An aircraft according to any one of claims 1 to 3, wherein each actuator is in situ in each of the first and second wings.

6. An aircraft according to any preceding claim, wherein the actuator of the first wing occupies a volume of space not occupied by other components or structures of the wing, the volume of space having an inboard end and an outboard end and being symmetrical about a central plane located intermediate the inboard and outboard ends.

7. The aircraft of any preceding claim wherein the mechanical output of the actuator comprises an arm arranged to push or pull the movable aerodynamic surface.

8. The aircraft of any preceding claim wherein the moveable aerodynamic surface is a spoiler.

9. The aircraft of any preceding claim, wherein the actuator is substantially symmetrical about a plane located intermediate the outboard end of the actuator and the inboard end of the actuator.

10. The aircraft of any preceding claim wherein the actuator comprises a housing containing at least one system port for input of power and at least one further system port for a different input.

11. The aircraft of any preceding claim wherein the actuator has a mass of between 10kg and 50kg, the maximum force that can be generated by the actuator being between 500N and 10 kN.

12. An actuator configured for use as the actuator according to any one of claims 1 to 10.

13. A wing for an aircraft according to any of claims 1 to 10.

14. A method of designing and manufacturing port and starboard aircraft wings for an aircraft, each wing comprising one or more movable surfaces and one or more electrically driven hydraulic actuators for moving the movable surfaces, wherein the method comprises the steps of:

designing a first airfoil comprising: designing the shape and composition of structures in the wing for handling loads, and designing the shape, configuration and kinematics of the movable surface,

incorporating into the design process all of the following:

(a) a position of an actuator for moving at least one of the movable surfaces,

(b) the mounting of the actuator relative to a structure in the wing for handling loads,

(c) the connection of the actuator to the at least one of the movable surfaces, an

(d) The design of the said actuator is such that,

such that each of the following in one wing is a mirror image of a corresponding feature in the other wing: the position of the actuator, the mounting of the actuator relative to a structure in the wing for handling loads, and the connection of the actuator to the at least one of the movable surfaces,

and is

Enabling the same actuator design as used in the starboard wing to be used for the actuators in the port wing;

the method then includes the step of manufacturing one or both of: (a) the wing of the aircraft and (b) the actuator for the wing of the aircraft.